Railroad signal system



Nov. 17, 1964 s. R. SEESE RAILROAD SIGNAL-SYSTEM 3 Sheets-Sheet 1 Filed Aug. 30, 1960 Samuel R. .Seese 1N VENTOR.

Nov. 17, 1964 s. R. SEESE RAILROAD SIGNAL SYSTEM 3 Sheets-Sheet 2 Filed Aug. 30, 1960 m Wm M a R d U mflfiw S w Nov. 17, 1964 s. R. SEESE 3, 57,375

RAILROAD SIGNAL SYSTEM Filed Aug. 30, 1960 3 Sheets-Sheet 3 Fig. 5

Samuel R. Saese INVENTOR adyzway Em Patented Nov. 17, 1.964

dlGNAL diZSilEM Samuel R. Seese, 12% Nottingham Ave, @rlando, Fla. Filed Aug. Bill, was, Ser. No. 52,844 2 Qlaizns. (til. 246 126) This invention relates generally to railroad equipment and more particularly to a novel signal system therefor enabling improved signals to be energized where electric energy is not locally available.

Signals at many railroad crossings merely give warning of the crossing and in no manner notify of an approaching train. Experience has indicated that signs which merely suggest the presence of tracks rather than signalling an approaching train are often ineffective to cause motorists and pedestrians to exercise suiiicient caution at the crossings. Mechanically and electromechanically operated signals which sound an alarm or cause a light to flash when a train is approaching are more ellective to prevent crossing accidents inasmuch as persons more readily respond to active rather than passive signals. The invention herein relates to the energization of mechanically or electro mechanically operated railroad crossing signals. Increasing highway trailic and greater train speeds result in an ever increasing number of crossing accidents. The increase in accidents indicates that the system of warning now employed is inadequate for the safety and welfare of the general publi Moreover, the ever increasing acci dent rate presents an extremely heavy expense burden upon the railroads. At the present time mechanically and electromechanically operated crossing signals are confined to those areas where electric power is available for their operation. Countless numbers of outlying crossings have no electrical power readily available and accordingly these crossings have no more than silent signs and the warning sound of an approaching train to warn motorists and pedestrians. Inasmuch as practically all locomotives now in use employ electric or diesel electric power, it is here proposed to utilize this electric power to operate warning signals at the crossings, far in advance of the arrival of the train. The system proposed herein may be satisfactorily employed regardless of the remoteness of the crossing.

It is accordingly the principal object of this invention to provide an improved railroad signalling system whereby electromechanical signals may be energized in areas where electric power is not locally available.

It is a more particular object of this invention to provide in combination with railroad tracks, a transmission rail engageable by a contact shoe carried by a train for enabling the energization of an electromechanical signal connected to the transmission rail. It is contemplated that the transmission rail extend a sufiicient distance along the track away from the signal so that the rail may be contacted by the shoe carried by the train well in advance of the approach of the train to a crossing.

it is still a more particular object of this invention to provide an improved railroad signal system for automatically energizing an electromechanical signal at a railroad crossing in response to an approaching train and also to energize a long distance warning device carried by the train to sound the approach.

contact shoes on a railroad car for employing a source of electrical power carried by the car to energize an electromechanical signal at the railroad crossing and to automatically energize a long distance warning device carried by the train.

These together with other objects and advantages which will become subsequently apparent reside in the details of construction and operation as more fully hereinafter described and claimed, reference being bad to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout, and in which:

FIGURE 1 is a side elevational view showing how the teachings of the invention are employed to enable a train to energize an electromechanical railroad crossing signal while at a location remote therefrom;

FIGURE 2 is a top plan representative view showing the electrical circuitry which operatively connects the power source carried by the train to the electromechanical crossing signal through the transmission rail and track;

FIGURE 3 is an enlarged fragmentary perspective view illustrating the manner in which the contact shoes are mounted on the train;

FIGURE 4 is a side elevational view partially broken away illustrating the manner in which the transmission rail is supported adjacent the tracks above the ties;

FIGURE 5 is a side elevational view showing the assembly mounting the contact shoes to the train; and

FlGURE 6 is a top plan view partially in section showing the assembly mounting the contact shoes to the train.

Continuing reference is now made to the drawings wherein the numeral lil generally represents the locomotive of a railroad train travelling on tracks 12 and 14 supported on ties 15. it is desired that the locomotive or vehicle it) energize a signal generally designated at 18 which is positioned at a railroad crossing. Moreover, it is desired that the locomotive ltl energize the signal 18 when the locomotive is spaced a sufficient distance from the signal so as to permit motorists and pedestrians to receive proper warning of the approachinglocomotive. For this purpose, a transmission rail 2% is mounted close to the track l2. so as to be engaged by a contact shoe carried by the locomotive. The transmission rail 2'1 is T-shaped and defines a stem portion 22 and a cross member in order to support the transmission rail Ztl close to the track 12, a support assembly 26 is provided. The support assembly 26 includes a right angle member having a vertical leg 23 and a horizontal leg 39. The vertical leg 23 is terminally threaded at 32 and the threaded portion is screwed into one of the ties 16. A stop washer 34 is provided and a nut 3r: is received over the washer 34 so as to enable the horizontal leg 3% to be positioned at the right height. It is suggested that the positioning of the leg 36 be such as to enable the transmission rail 26 to be disposed four inches above the track 1?. so as to assure proper contact between the rail 2:? and the contact shoe carried by the locomotive. An insulator 33 is interposed in the horizontal leg 3%. The leg 3%) is terminally bifurcated as at it? and 42 with the stem 22 of the transmission rail 20 being received therebetween. A bolt 44 extends through the bifurcations 49 and i2 and the stem 22 and receives a nut 46 thereon. The supports 26 are mounted in several tics so as to support the transmission rail 2% at several points. It is probably desirable for the transmission rail Ell in many areas to extend for approximately one mile.

However, the length of the transmission rail 28 should of course depend upon the speed of the trains in the particular area.

Referring to FIGURE 2, it will be noted that the transmission rail has terminal portions 56 at either end thereof which are bent away from the track 12. By so bending the transmission rail 28, the contact shoe carried by the locomotive can more smoothly move into electrical engagement with the rail 28 and more smoothly move out of engagement therewith.

The signal device 18 at the railroad crossing is electrically connected by conductor 52 to the transmission rail 20 and by conductor 54 to the track 14. The signal device 18 preferably includes both a warning sign comprising cross members 5i: and 58 and a swinging electromechanical arrangement. The swinging electromechanical arrangement should preferably include an arm d0 pivoted about a horizontal axis at 62. The arm 61? preferably carries an illuminated signal 64 on the end thereof. Any suitable apparatus housed in housing 6d may e employed to move the arm 6%) in a pendulum-like movement to attract the attention of motorists or pedestrians and to call attention to an approaching train.

Carried by the locomotive 19 is a source of elec rical energy designated by the numeral 73. The electrical energy source 76 is grounded to the locomotive at one terminal thereof, the locomotive 18 of course in turn being grounded through the tracks 12 14-. The grounded terminal of the electrical energy source is shown at '72 and the live terminal at 74. The terminal nected through a control unit 76 comprising suitable switches to an elongated contact unit including a first contact shoe or section 78 by conductor 80. In order to mount the first contact shoe or section 78 upon a locomotive, a mounting assembly or bracket generally designated by the numeral 82 is provided. The mounting assembly 82 includes a plate 84 secured to the underside of the locomotive. Extending from the plate 84 is a vertically depending leg 86 which terminates in a horizontally extending leg 88 carrying an insulator 90. A projection 92 of the leg 88 is insulated from the leg and terminally carries a plate 94 to which anchor plate 96 is secured by bolts 98. The anchor plate 96 is apertured on either side of the plate 94 and receives therethrough adapters 180 which have externally threaded reduced portions 102 which receive thereon nuts 104 locking the adapters 180 to the anchor plate 96. The adapters 189 are employed to mount resilient mounting assemblies 186 and 108, identical in structure, to carry the contact shoe assembly for engagement with the transmission rail 28. Each of the assemblies 196 and 108 includes a cylinder or cylindrical housing 110 which is terminally threaded at 112 into the enlarged portion 114 of the adapters 100. The cylinders 110 are hollow and are provided with an inturned terminal flange 116. A coil spring 118 is received therein with the coil spring 118 bearing against a collar or flange 120 secured to a stem or rod 122 slidable in the cylinder 110. The spring 118 engages the adapter 100 and the flange 120 to force the rod 122 toward the inturned flange 116. The rod 122 of assembly 106 is secured to car 124 of contact shoe 78 while rod 122 of assembly 108 is secured to ear 126 of shoe 78.

The shoe 78 has an arcuate surface 128 at a first end thereof, a flat surface 130 intermediate its length, and a thickness reduced portion 132 remote from the arcuate surface 128. Secured to the first contact shoe 78 by insulative fasteners 134 is a second contact shoe 136 also having an arcuate end surface 138, a flat intermediate surface 140, and a reduced end portion 142. The reduced portion 132 of the contact shoe 7 8 is superposed with the reduced portion 142 of the contact shoe 3'6 with a fiat insulator 14-6 being employed therebetween. It will therefore be appreciated that although the contact shoe 1% is physically secured to the contact shoe 78, they are electn'cally insulated from each other. Conductor 148 is elecis contrically connected to contact shoe or section 136. It is to be noted that the contact shoes or sections 78 and 136 have wear plates 150 and 152 respectively secured thereto by conductive fasteners 154.

In use, the locomotive 1%} moves along tracks 12 and 14- and when approaching a crossing signal 18, the contact shoe 78 or wear plate 150 thereof moves into electrical engagement with the transmission rail 20. Inasmuch as the contact shoe 78 is connected through conductor 80 and control unit 76 to the electrical source 74, a voltage is applied to the signal 18 through the transmission rail 26. Of course, this causes the energization of the signal 18. As noted previously, the control unit 76 includes several switches which permit the locomotive operator to open the circuit between the source 70 and the contact shoe 78 if desired. This is for the purpose of assuring that the signal 18 is not energized if the locomotive 10 comes to a halt in the area of the transmission rail 20 for the purpose of repairing the locomotive, for instance.

Electrically connected to the second contact shoe 136 through the conductor 148 is a relay unit operative to control a long distance warning signal or sounding horn 172. It will be appreciated that when the first contact shoe 78 contacts the transmission rail 28, the rail 20 will bridge the wear plates 150 and 152 and accordingly the contact shoes 78 and 80. The voltage of the source terminal 74 will therefore be applied to the conductor 148 and through the relay 179 to the horn 172 so as to automatically give the appropriate long distance warning to motorists and pedestrians.

Moreover, an indicator signal in the form of a bell or such 182 is employed in the locomotive. The bell 180 is connected between the conductor 148 and the locomotive body. It will be appreciated that one terminal of the signal 18, the horn 172, the source 70, and the bell 180 may be connected to the track as 12 or 14 either directly or through the conductive body of the locomotoive body 10.

It will therefore be appreciated that the transmission rail serves the dual purpose of permitting the automatic energization of the crossing signal 18 and the long distance sounding horn 172. By so doing, a motorist or pedestrian is warned sufliciently in advance of the approaching locomotive 10. It will further be appreciated that the invention makes the need of local electric power at the signal 18, unnecessary. It, of course, will be realized that if the track system employed is a single track system permitting train operation in either direction, then the transmission rail 21 will of course have to be disposed on either side of the crossing a sufficient distance to allow proper forewarning of the train regardless of the direction from which it is approaching.

It will of course be appreciated that other signalling devices may be operated in the same manner as the horn 172 and bell 180. If desired additional devices may be employed to give further indication in the locomotive of the approaching crossing and additional devices may be employed in a similar manner to give further long distance soundings to motorists and pedestrians of the approaching train.

The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and equivalents will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all suitable modifications and changes may be resorted to, falling within the scope of the invention as claimed.

What is claimed as new is as follows:

1. In combination with a track mounted vehicle, a system for signalling approach of the vehicle to a location at which a warning device is mounted comprising, a current conducting rail electrically connected to said warning device, a contact unit having a pair of non-conductively spaced contact elements, means mounting said contact unit on the vehicle for yieldable engagement of both of the contact elements with said rail as the vehicle approaches the warning device, said contact elements being electrically bridged by the rail when engaged therewith, a source of electrical. current mounted on the vehicle, selectively controlled means connecting one of said contact elements to the source for supply of current to the warning device through the rail by contact thereof with said one of the contact elements, an alarm device mounted on the vehicle, and means electrically connecting the other of said contact elements with the alarm device for supply of current thereto through the rail by said bridging of the contact elements, whereby the warning and alarm devices are simultaneously operated through parallel circuits established through the rail.

2. The combination of claim 1 wherein said mounting means for the contact unit includes, a pair of resilient mounting assemblies secured to the vehicle for projection therefrom toward the rail, and a pair of pivot connections pivotally connecting said mounting assemblies to one of said contact elements, the other of said contact elements being mounted on said one of the contact elements whereby both of the contact elements are yieldably held by the mounting assemblies in sliding contact with the rail.

References Cited in the file of this patent UNITED STATES PATENTS 368,066 Brown Aug. 9, 1887 668,712 Davis Feb. 26, 1901 749,716 Brady et a1. Jan. 19, 1904 882,089 Wooding Mar. 17, 1908 1,141,344 Juntunen June 1, 1915 1,218,970 Angus Mar. 13, 1917 1,387,400 Hudson Aug. 9, 1921 1,692,184 Miller Nov. 20, 1928 1,715,231 Goodenough May 28, 1929 1,862,276 Miller June 7, 1932 2,629,862 Sawyer Feb. 24, 1953 2,692,311 Elliott Oct. 19, 1954 2,778,890 Storsand Jan. 22, 1957 2,902,945 Simon Sept. 8, 1959 2,925,787 Rubenstein Feb. 23, 1960 FOREIGN PATENTS 576,198 Italy Apr. 29, 1958 

1. IN COMBINATION WITH A TRACK MOUNTED VEHICLE, A SYSTEM FOR SIGNALLING APPROACH OF THE VEHICLE TO A LOCATION AT WHICH A WARNING DEVICE IS MOUNTED COMPRISING, A CURRENT CONDUCTING RAIL ELECTRICALLY CONNECTED TO SAID WARNING DEVICE, A CONTACT UNIT HAVING A PAIR OF NON-CONDUCTIVELY SPACED CONTACT ELEMENTS, MEANS MOUNTING SAID CONTACT UNIT ON THE VEHICLE FOR YIELDABLE ENGAGEMENT OF BOTH OF THE CONTACT ELEMENTS WITH SAID RAIL AS THE VEHICLE APPROACHES THE WARNING DEVICE, SAID CONTACT ELEMENTS BEING ELECTRICALLY BRIDGED BY THE RAIL WHEN ENGAGED THEREWITH, A SOURCE OF ELECTRICAL CURRENT MOUNTED ON THE VEHICLE, SELECTIVELY CONTROLLED MEANS CONNECTING ONE OF SAID CONTACT ELEMENTS TO THE SOURCE FOR SUPPLY OF CURRENT TO THE WARNING DEVICE THROUGH THE RAIL BY CONTACT THEREOF WITH SAID ONE OF THE CONTACT ELEMENTS, AN ALARM DEVICE MOUNTED ON THE VEHICLE, AND MEANS ELECTRICALLY CONNECTING THE OTHER OF SAID CONTACT ELEMENTS WITH THE ALARM DEVICE FOR SUPPLY OF CURRENT THERETO THROUGH THE RAIL BY SAID BRIDGING OF THE CONTACT ELEMENTS, WHEREBY THE WARNING AND ALARM DEVICES ARE SIMULTANEOUSLY OPERATED THROUGH PARALLEL CIRCUITS ESTABLISHED THROUGH THE RAIL. 